US10954908B2 - Method for managing a transient phase of the starting of a heat engine by an electric motor - Google Patents

Method for managing a transient phase of the starting of a heat engine by an electric motor Download PDF

Info

Publication number
US10954908B2
US10954908B2 US16/468,024 US201716468024A US10954908B2 US 10954908 B2 US10954908 B2 US 10954908B2 US 201716468024 A US201716468024 A US 201716468024A US 10954908 B2 US10954908 B2 US 10954908B2
Authority
US
United States
Prior art keywords
electric machine
drive shaft
combustion engine
bsg
engine speed
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active, expires
Application number
US16/468,024
Other versions
US20200011281A1 (en
Inventor
Damien Verdier
Yannis Guillot
Jerome Lachaize
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Vitesco Technologies GmbH
Original Assignee
Continental Automotive Technologies GmbH
Continental Automotive France SAS
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Continental Automotive Technologies GmbH, Continental Automotive France SAS filed Critical Continental Automotive Technologies GmbH
Assigned to CONTINENTAL AUTOMOTIVE FRANCE, CONTINENTAL AUTOMOTIVE GMBH reassignment CONTINENTAL AUTOMOTIVE FRANCE ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: GUILLOT, Yannis, LACHAIZE, JEROME, VERDIER, DAMIEN
Publication of US20200011281A1 publication Critical patent/US20200011281A1/en
Application granted granted Critical
Publication of US10954908B2 publication Critical patent/US10954908B2/en
Assigned to CONTINENTAL AUTOMOTIVE GMBH, Vitesco Technologies GmbH reassignment CONTINENTAL AUTOMOTIVE GMBH ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: CONTINENTAL AUTOMOTIVE FRANCE S.A.S., CONTINENTAL AUTOMOTIVE GMBH
Assigned to Vitesco Technologies GmbH reassignment Vitesco Technologies GmbH ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: CONTINENTAL AUTOMOTIVE GMBH, Vitesco Technologies GmbH
Active legal-status Critical Current
Adjusted expiration legal-status Critical

Links

Images

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/26—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the motors or the generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
    • B60K6/387—Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/46—Series type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B60K6/485—Motor-assist type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/40—Controlling the engagement or disengagement of prime movers, e.g. for transition between prime movers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0097—Electrical control of supply of combustible mixture or its constituents using means for generating speed signals
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
    • F02D41/062—Introducing corrections for particular operating conditions for engine starting or warming up for starting
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/3005—Details not otherwise provided for
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/08—Circuits specially adapted for starting of engines
    • F02N11/0848—Circuits specially adapted for starting of engines with means for detecting successful engine start, e.g. to stop starter actuation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/26—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the motors or the generators
    • B60K2006/268—Electric drive motor starts the engine, i.e. used as starter motor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/08—Electric propulsion units
    • B60W2510/083—Torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/06—Combustion engines, Gas turbines
    • B60W2710/0644—Engine speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/06—Combustion engines, Gas turbines
    • B60W2710/0644—Engine speed
    • B60W2710/065—Idle condition
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/08—Electric propulsion units
    • B60W2710/081—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2200/00—Type of vehicle
    • B60Y2200/90—Vehicles comprising electric prime movers
    • B60Y2200/92—Hybrid vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2300/00—Purposes or special features of road vehicle drive control systems
    • B60Y2300/43—Control of engines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
    • F02D2200/101—Engine speed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/04—Starting of engines by means of electric motors the motors being associated with current generators
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N2200/00—Parameters used for control of starting apparatus
    • F02N2200/02—Parameters used for control of starting apparatus said parameters being related to the engine
    • F02N2200/022—Engine speed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N2200/00—Parameters used for control of starting apparatus
    • F02N2200/04—Parameters used for control of starting apparatus said parameters being related to the starter motor
    • F02N2200/041—Starter speed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N2200/00—Parameters used for control of starting apparatus
    • F02N2200/04—Parameters used for control of starting apparatus said parameters being related to the starter motor
    • F02N2200/042—Starter torque
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N2300/00—Control related aspects of engine starting
    • F02N2300/10—Control related aspects of engine starting characterised by the control output, i.e. means or parameters used as a control output or target
    • F02N2300/102—Control of the starter motor speed; Control of the engine speed during cranking
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N2300/00—Control related aspects of engine starting
    • F02N2300/10—Control related aspects of engine starting characterised by the control output, i.e. means or parameters used as a control output or target
    • F02N2300/104—Control of the starter motor torque
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

Definitions

  • the invention relates to hybrid, combustion and electric, drive systems, particularly for motor vehicles.
  • the present invention relates to a method for controlling a transient phase in the starting of a combustion engine, as it takes over from an electric machine, in a vehicle hybrid drive system.
  • hybrid In the known way, vehicles referred to as hybrid comprise a hybrid drive system having a combustion (heat) engine and an electric machine.
  • combustion heat
  • electric machine an electric machine
  • the first known technique which is the more widespread, uses a “traditional” starter; in this case the drive shaft is driven by a toothed wheel, via the crankshaft, in order to allow the combustion engine to start.
  • the second technique uses an alternator-starter.
  • the electric machine drives a belt system engaging with a set of pulleys to turn the drive shaft and start the combustion engine.
  • the operation of the electric machine in the context of the electric starting of the combustion engine of a hybrid drive system is overseen by an electronic control unit or ECU, the English acronym ECU being well known to those skilled in the art.
  • the overseeing of the start by the ECU also involves a dimension whereby the combustion engine injection device is controlled.
  • hybrid engine there are numerous configurations of hybrid engine, it notably being possible for the electric machine to be positioned in different locations within the drivetrain.
  • the present invention considers only instances in which the electric machine is positioned so as to be able to drive the engine without driving the wheels, namely positioned in P 0 , P 1 or P 2 in FIG. 2 .
  • the electric machine needs to be positioned, with respect to the clutch, in such a way that the clutch can be configured so that said electric machine drives the drive shaft without driving the wheels.
  • the electric machine in the context of the present invention, is preferably positioned upstream of the clutch and in parallel with the crankshaft.
  • control over the transient phase where the combustion engine is taking over from the electric machine to drive the drive shaft, is somewhat complex.
  • the invention seeks to overcome this disadvantage and to make it possible to determine with certainty that the combustion engine is able, alone, to drive the drive shaft, so that the electric machine can thereupon be stopped.
  • one subject of the invention is a method for managing the starting of a combustion engine of a hybrid drive system comprising a combustion engine and an electric machine, as well as a drive shaft having an engine speed, the electric machine producing torque to start the combustion engine and drive the drive shaft at least during an initial phase of the start, said method having a transient starting phase during which the combustion engine drives the drive shaft and on completion of which the electric machine is stopped, the electric machine being regulated, during the initial phase and during the transient phase, with a first engine speed setpoint, said transient phase beginning when the drive shaft reaches the first engine speed setpoint and remains steady, and the combustion engine being regulated, during the transient phase, with a second engine speed setpoint, said second setpoint being higher than the first setpoint by a predetermined margin, said method involving, during the transient phase, controlling the torque produced by the electric machine during said transient starting phase, said control involving measuring the torque produced by the electric machine and said control being configured so that the electric machine is stopped as soon as said torque drops below a predetermined
  • the electronic control unit effectively determines that the combustion engine is capable of taking over from the electric machine by observing the decrease towards zero of the torque supplied by said electric machine.
  • the electronic control unit is calibrated in such a way that the combustion engine is regulated, after the electric machine has allowed it to reach the first setpoint (typically equal to the low-idle speed), to a second engine speed setpoint higher by a predetermined margin than said first setpoint. Said electronic control unit is then capable of observing the decrease in the torque produced by the electric machine.
  • the electronic control unit stops said electric machine and the combustion engine drives the drive shaft, typically being regulated to the low-idle speed.
  • the combustion engine is regulated using the first engine speed setpoint.
  • said first engine speed setpoint is equal to the low-idle speed of said combustion engine.
  • said low-idle speed is comprised between 600 revolutions per minute and 1200 revolutions per minute.
  • the invention also relates to an electronic control unit for a vehicle, particularly for a motor vehicle, configured to implement the method as briefly described hereinabove.
  • the invention also relates to a motor vehicle comprising a hybrid drive system with a combustion engine and an electric machine, said motor vehicle comprising a plurality of wheels, a clutch, a drive shaft and a crankshaft connected to the drive shaft, said electric machine being connected to the drive shaft in such a way as to be able to drive said drive shaft without driving the wheels, and the motor vehicle also comprising an electronic control unit as briefly described hereinabove.
  • the electric machine is connected to the drive shaft upstream of the clutch and in parallel with the crankshaft.
  • FIG. 1 is a diagram of a hybrid drive system comprising an electric machine intended to start a combustion engine according to the present invention.
  • FIG. 2 is a diagram of a hybrid vehicle with the possible positions of the electric machine in the drivetrain.
  • FIG. 3 is a diagram corresponding to the various steps in the control of a transient phase in the electric starting of a combustion engine in a hybrid drive system according to the present invention.
  • the invention is presented primarily with regard to an application in the context of a motor vehicle hybrid, combustion and electric, drive system. However, other applications are also targeted by the present invention, notably any implementation in any hybrid, combustion and electric, drive system for any type of land or non-land vehicle provided that the electric machine is connected to the drive shaft upstream of the clutch and preferably in parallel with the crankshaft.
  • FIG. 1 which schematically depicts a hybrid drive system
  • the method according to the invention relates to the starting of such a hybrid drive system.
  • the electric machine BSG (the reference BSG corresponding to the acronym BSG, which stands for Belt-driven Starter Generator) of the hybrid drive system is connected to the drive shaft X upstream of the clutch C (and of course upstream of the differential TX) and in parallel with the crankshaft V.
  • FIG. 2 shows a simplified diagram of a hybrid drive system on the bare bones of a motor vehicle.
  • the electric machine of such a hybrid drive system can theoretically be positioned at various points in the drivetrain, notably at P 3 (in the gearbox or on the differential) or at P 4 (on the rear hub).
  • an electric machine positioned at P 0 , in parallel with the crankshaft and upstream of the clutch.
  • the electric machine in the context of the present invention, by positioning it at P 1 , on the crankshaft, or else at P 2 , at the clutch C 0 , C 1 .
  • the requirement is that the electric machine BSG needs to be able to drive the drive shaft X without driving the wheels. Its position is thus dependent on the clutch which needs to be configured accordingly.
  • the injectors I 1 , I 2 , I 3 , I 4 form an injection device which is allowed or not allowed, according to the phase of start in progress, to inject fuel into the combustion engine in order to allow the latter in turn to drive the drive shaft X.
  • Control over the starting of the hybrid drive system is overseen by the electronic control unit ECU.
  • the starting of the combustion engine of such a hybrid drive system is performed after the electric machine BSG has first of all provided drive to the drive shaft X.
  • the electronic control unit ECU commands the electric machine BSG, said electric machine being regulated in such a way that the engine speed, which corresponds to the speed at which the drive shaft X is rotating, reaches a first engine speed setpoint.
  • the combustion engine itself is regulated using a second engine speed setpoint, higher by a predetermined margin than the first engine speed setpoint, said combustion engine regulation beginning from the moment at which the injection device is allowed to inject fuel into the combustion engine to drive the drive shaft X, namely after said drive shaft has reached the first engine speed setpoint.
  • the first engine speed setpoint is equal to the low-idle speed of the engine, namely for example to 600 revolutions per minute, whereas the margin is 100 revolutions per minute, the second engine speed setpoint thus being equal to 700 revolutions per minute.
  • the present invention is aimed in particular at managing a transient phase of the start, as the combustion engine becomes capable of driving the drive shaft X alone.
  • the method according to the invention consists in particular in observing the decrease toward zero of the torque supplied by the electric machine BSG during said transient phase.
  • the second engine speed setpoint used for regulating the combustion engine is higher by a predetermined margin than the first engine speed setpoint used for regulating the electric machine that drives the drive shaft X at the beginning of the start.
  • the electric machine BSG drives the rotation of the drive shaft X during an initial phase of the start until said drive shaft reaches the first engine speed setpoint.
  • the injection device I 1 , I 2 , I 3 , I 4 is not allowed to inject fuel into the combustion engine.
  • the injection device I 1 , I 2 , I 3 , I 4 is allowed to inject fuel into the combustion engine and said combustion engine is regulated using, as its setpoint, the second engine speed setpoint, which is higher by a predetermined margin than the first engine speed setpoint.
  • the electronic control unit ECU is thus calibrated specially, with two distinct starting engine speed setpoints, one for the electric machine and one for the combustion engine.
  • the first engine speed setpoint is equal to the low-idle speed of the combustion engine and the second engine speed setpoint is higher than this, for example by 100 revolutions per minute.
  • the electronic control unit ECU is able to observe the decrease toward zero of the torque supplied by the electric machine BSG whereas the combustion engine is taking over the rotational driving of the drive shaft X.
  • the method according to the invention makes provision for said electronic control unit ECU to stop the electric machine and regulate the combustion engine using an engine speed setpoint preferably equal to the first engine speed setpoint, namely in particular the low-idle speed.
  • Said predetermined threshold is a few N/m, typically comprised between 3 and 5 N/m.
  • step START a request to start the combustion engine
  • step ELEC regulated
  • step ELEC a first engine speed setpoint N_SP_IS, typically equal to the low-idle speed of the combustion engine.
  • step CE the injection device is allowed to inject fuel and the combustion engine is regulated using a second engine speed setpoint equal to the first engine speed setpoint increased by a predetermined margin N_SP_IS+ ⁇ N.
  • Said predetermined margin according to one embodiment is equal to 100 revolutions per minute.
  • the electronic control unit then observes the decrease towards zero of the torque produced by the electric machine (step DECR). As long as the electronic control units does not determine that the torque produced by the electric machine is tending toward zero, the combustion engine is not autonomous (step NON_AUTO).
  • step AUTO When the electronic control unit determines that the torque produced by the electric machine is tending toward zero, the combustion engine is autonomous (step AUTO).
  • the combustion engine is then regulated using an engine speed setpoint equal to the first engine speed setpoint N_SP_IS, typically corresponding to the low-idle speed of said engine (step CTRL_OK).
  • the starting of the hybrid drive system is then over (step END).
  • the present invention also relates to a motor vehicle comprising a hybrid drive system with a combustion engine and an electric machine, as well as a clutch, a crankshaft and a drive shaft, the electric machine being connected to the drive shaft upstream of the clutch and preferably in parallel with the crankshaft, and the vehicle comprising an electronic control unit implementing the method as described hereinabove.
  • the present invention also relates to such a vehicle electronic control unit.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • General Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

Disclosed is a method for managing the starting of a combustion engine of a hybrid drive system including a combustion engine and an electric machine, as well as a drive shaft, the electric machine producing torque to start the combustion engine and drive the drive shaft at least during an initial phase of the start. In a transient starting phase, the combustion engine drives the drive shaft and the electric machine is stopped. The electric machine is regulated, during the initial phase and transient phases, with a first engine speed setpoint. The transient phase begins when the drive shaft reaches the first engine speed setpoint and remains steady. Torque control produced by the electric machine during the transient starting phase being configured so that the electric machine is stopped as soon as the control determines that the torque produced by the electric machine is tending toward zero torque.

Description

The invention relates to hybrid, combustion and electric, drive systems, particularly for motor vehicles.
More specifically, the present invention relates to a method for controlling a transient phase in the starting of a combustion engine, as it takes over from an electric machine, in a vehicle hybrid drive system.
BACKGROUND OF THE INVENTION
In the known way, vehicles referred to as hybrid comprise a hybrid drive system having a combustion (heat) engine and an electric machine. In this context, those skilled in the art are well aware that controlling the transient phase, as the combustion engine takes over from the electric machine to drive the drive shaft, upon start-up of such a hybrid drive system, is somewhat tricky.
There are two techniques conventionally used for starting the combustion engine. The first known technique, which is the more widespread, uses a “traditional” starter; in this case the drive shaft is driven by a toothed wheel, via the crankshaft, in order to allow the combustion engine to start. The second technique uses an alternator-starter. In this case, the electric machine drives a belt system engaging with a set of pulleys to turn the drive shaft and start the combustion engine. The operation of the electric machine in the context of the electric starting of the combustion engine of a hybrid drive system is overseen by an electronic control unit or ECU, the English acronym ECU being well known to those skilled in the art. The overseeing of the start by the ECU also involves a dimension whereby the combustion engine injection device is controlled.
Furthermore, as is known, there are numerous configurations of hybrid engine, it notably being possible for the electric machine to be positioned in different locations within the drivetrain.
SUMMARY OF THE INVENTION
The present invention considers only instances in which the electric machine is positioned so as to be able to drive the engine without driving the wheels, namely positioned in P0, P1 or P2 in FIG. 2. In other words, the electric machine needs to be positioned, with respect to the clutch, in such a way that the clutch can be configured so that said electric machine drives the drive shaft without driving the wheels. In practice, the electric machine, in the context of the present invention, is preferably positioned upstream of the clutch and in parallel with the crankshaft.
In this context, as was indicated hereinabove, control over the transient phase, where the combustion engine is taking over from the electric machine to drive the drive shaft, is somewhat complex.
Specifically, in order to improve the efficiency of the start of a hybrid drive system, it is of prime importance to determine the moment at which the combustion engine is capable of driving the drive shaft. Now, according to the prior art, when the hybrid drive system is positioned upstream of the clutch, the increase in engine speed is achieved by the electric machine and the injection device is permitted to inject fuel into the combustion engine as soon as the drive shaft has reached a certain engine speed, for example the low-idle speed, even though there is still some level of uncertainty as to the ability of the combustion engine to drive the drive shaft alone.
The invention seeks to overcome this disadvantage and to make it possible to determine with certainty that the combustion engine is able, alone, to drive the drive shaft, so that the electric machine can thereupon be stopped.
To this end, one subject of the invention is a method for managing the starting of a combustion engine of a hybrid drive system comprising a combustion engine and an electric machine, as well as a drive shaft having an engine speed, the electric machine producing torque to start the combustion engine and drive the drive shaft at least during an initial phase of the start, said method having a transient starting phase during which the combustion engine drives the drive shaft and on completion of which the electric machine is stopped, the electric machine being regulated, during the initial phase and during the transient phase, with a first engine speed setpoint, said transient phase beginning when the drive shaft reaches the first engine speed setpoint and remains steady, and the combustion engine being regulated, during the transient phase, with a second engine speed setpoint, said second setpoint being higher than the first setpoint by a predetermined margin, said method involving, during the transient phase, controlling the torque produced by the electric machine during said transient starting phase, said control involving measuring the torque produced by the electric machine and said control being configured so that the electric machine is stopped as soon as said torque drops below a predetermined threshold, so that said control determines that the torque produced by the electric machine is tending toward zero torque.
By virtue of the invention, the electronic control unit effectively determines that the combustion engine is capable of taking over from the electric machine by observing the decrease towards zero of the torque supplied by said electric machine.
Specifically, the electronic control unit is calibrated in such a way that the combustion engine is regulated, after the electric machine has allowed it to reach the first setpoint (typically equal to the low-idle speed), to a second engine speed setpoint higher by a predetermined margin than said first setpoint. Said electronic control unit is then capable of observing the decrease in the torque produced by the electric machine.
As soon as it is determined that said torque produced by the electric machine is tending toward zero, the electronic control unit stops said electric machine and the combustion engine drives the drive shaft, typically being regulated to the low-idle speed.
According to one embodiment, as soon as the electric machine is stopped, the combustion engine is regulated using the first engine speed setpoint.
According to one embodiment, said first engine speed setpoint is equal to the low-idle speed of said combustion engine.
According to one embodiment, said low-idle speed is comprised between 600 revolutions per minute and 1200 revolutions per minute.
The invention also relates to an electronic control unit for a vehicle, particularly for a motor vehicle, configured to implement the method as briefly described hereinabove.
The invention also relates to a motor vehicle comprising a hybrid drive system with a combustion engine and an electric machine, said motor vehicle comprising a plurality of wheels, a clutch, a drive shaft and a crankshaft connected to the drive shaft, said electric machine being connected to the drive shaft in such a way as to be able to drive said drive shaft without driving the wheels, and the motor vehicle also comprising an electronic control unit as briefly described hereinabove.
According to one embodiment, in such a motor vehicle, the electric machine is connected to the drive shaft upstream of the clutch and in parallel with the crankshaft.
Other features and advantages of the invention will become apparent from the following description, given with reference to the appended figures that are given by way of non-limiting example and in which identical references are given to objects that are similar.
BRIEF DESCRIPTION OF THE DRAWINGS
The invention will be better understood upon reading the following description, given solely by way of example, and with reference to the appended drawings.
FIG. 1 is a diagram of a hybrid drive system comprising an electric machine intended to start a combustion engine according to the present invention.
FIG. 2 is a diagram of a hybrid vehicle with the possible positions of the electric machine in the drivetrain.
FIG. 3 is a diagram corresponding to the various steps in the control of a transient phase in the electric starting of a combustion engine in a hybrid drive system according to the present invention.
 DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS
The invention is presented primarily with regard to an application in the context of a motor vehicle hybrid, combustion and electric, drive system. However, other applications are also targeted by the present invention, notably any implementation in any hybrid, combustion and electric, drive system for any type of land or non-land vehicle provided that the electric machine is connected to the drive shaft upstream of the clutch and preferably in parallel with the crankshaft.
With reference to FIG. 1, which schematically depicts a hybrid drive system, the method according to the invention relates to the starting of such a hybrid drive system. As indicated previously, the electric machine BSG (the reference BSG corresponding to the acronym BSG, which stands for Belt-driven Starter Generator) of the hybrid drive system is connected to the drive shaft X upstream of the clutch C (and of course upstream of the differential TX) and in parallel with the crankshaft V.
FIG. 2 shows a simplified diagram of a hybrid drive system on the bare bones of a motor vehicle. As depicted, the electric machine of such a hybrid drive system can theoretically be positioned at various points in the drivetrain, notably at P3 (in the gearbox or on the differential) or at P4 (on the rear hub).
In the context of the present invention, however, it is preferably envisioned to use an electric machine positioned at P0, in parallel with the crankshaft and upstream of the clutch. Alternatively, it is conceivable to implement the electric machine, in the context of the present invention, by positioning it at P1, on the crankshaft, or else at P2, at the clutch C0, C1. In practice, the requirement is that the electric machine BSG needs to be able to drive the drive shaft X without driving the wheels. Its position is thus dependent on the clutch which needs to be configured accordingly.
Finally, with reference once again to FIG. 1, the injectors I1, I2, I3, I4 form an injection device which is allowed or not allowed, according to the phase of start in progress, to inject fuel into the combustion engine in order to allow the latter in turn to drive the drive shaft X.
Control over the starting of the hybrid drive system is overseen by the electronic control unit ECU. The starting of the combustion engine of such a hybrid drive system is performed after the electric machine BSG has first of all provided drive to the drive shaft X.
In practice, as soon as a desire to start the combustion engine is detected, by whatever means this might be (action on an ignition key, an electronic starter switch or else action on the clutch pedal or on the accelerator), the electronic control unit ECU commands the electric machine BSG, said electric machine being regulated in such a way that the engine speed, which corresponds to the speed at which the drive shaft X is rotating, reaches a first engine speed setpoint.
According to the invention, the combustion engine itself is regulated using a second engine speed setpoint, higher by a predetermined margin than the first engine speed setpoint, said combustion engine regulation beginning from the moment at which the injection device is allowed to inject fuel into the combustion engine to drive the drive shaft X, namely after said drive shaft has reached the first engine speed setpoint.
Typically, the first engine speed setpoint is equal to the low-idle speed of the engine, namely for example to 600 revolutions per minute, whereas the margin is 100 revolutions per minute, the second engine speed setpoint thus being equal to 700 revolutions per minute.
The present invention is aimed in particular at managing a transient phase of the start, as the combustion engine becomes capable of driving the drive shaft X alone.
Thus, the method according to the invention consists in particular in observing the decrease toward zero of the torque supplied by the electric machine BSG during said transient phase.
In order to do that, the second engine speed setpoint used for regulating the combustion engine is higher by a predetermined margin than the first engine speed setpoint used for regulating the electric machine that drives the drive shaft X at the beginning of the start.
More specifically, the electric machine BSG drives the rotation of the drive shaft X during an initial phase of the start until said drive shaft reaches the first engine speed setpoint. During this initial phase of the start, the injection device I1, I2, I3, I4 is not allowed to inject fuel into the combustion engine.
As soon as the drive shaft X reaches the first engine speed setpoint, a transient phase of the start begins; the injection device I1, I2, I3, I4 is allowed to inject fuel into the combustion engine and said combustion engine is regulated using, as its setpoint, the second engine speed setpoint, which is higher by a predetermined margin than the first engine speed setpoint.
The electronic control unit ECU is thus calibrated specially, with two distinct starting engine speed setpoints, one for the electric machine and one for the combustion engine. As was described hereinabove, according to one embodiment, the first engine speed setpoint is equal to the low-idle speed of the combustion engine and the second engine speed setpoint is higher than this, for example by 100 revolutions per minute.
As a result, as the drive shaft X tends to reach the first engine speed setpoint, the electronic control unit ECU is able to observe the decrease toward zero of the torque supplied by the electric machine BSG whereas the combustion engine is taking over the rotational driving of the drive shaft X.
As soon as the electronic control unit ECU determines that the torque supplied by the electric machine BSG is tending toward zero, for example because said torque supplied by the electric machine is dropping below a predetermined threshold, the method according to the invention makes provision for said electronic control unit ECU to stop the electric machine and regulate the combustion engine using an engine speed setpoint preferably equal to the first engine speed setpoint, namely in particular the low-idle speed. Said predetermined threshold, according to one embodiment, is a few N/m, typically comprised between 3 and 5 N/m.
It is then the combustion engine, which has started and is running autonomously, which alone drives the rotation of the drive shaft X.
Thus, in summary, with reference to FIG. 3, as soon as a request to start the combustion engine (step START) is detected, during the initial phase of the start the electric machine drives the rotation of the drive shaft while being regulated (step ELEC) in closed-loop control, using a first engine speed setpoint N_SP_IS, typically equal to the low-idle speed of the combustion engine.
As soon as the engine speed N reaches the setpoint N_SP_IS and remains steady, the transient phase of the start begins and the combustion engine is activated (step CE): the injection device is allowed to inject fuel and the combustion engine is regulated using a second engine speed setpoint equal to the first engine speed setpoint increased by a predetermined margin N_SP_IS+ΔN. Said predetermined margin according to one embodiment is equal to 100 revolutions per minute.
The electronic control unit then observes the decrease towards zero of the torque produced by the electric machine (step DECR). As long as the electronic control units does not determine that the torque produced by the electric machine is tending toward zero, the combustion engine is not autonomous (step NON_AUTO).
When the electronic control unit determines that the torque produced by the electric machine is tending toward zero, the combustion engine is autonomous (step AUTO).
The combustion engine is then regulated using an engine speed setpoint equal to the first engine speed setpoint N_SP_IS, typically corresponding to the low-idle speed of said engine (step CTRL_OK). The starting of the hybrid drive system is then over (step END).
It should be noted, furthermore, that the invention is not limited to the embodiment described by way of example and that variants within the competence of the person skilled in the art may be envisioned.
The present invention also relates to a motor vehicle comprising a hybrid drive system with a combustion engine and an electric machine, as well as a clutch, a crankshaft and a drive shaft, the electric machine being connected to the drive shaft upstream of the clutch and preferably in parallel with the crankshaft, and the vehicle comprising an electronic control unit implementing the method as described hereinabove.
The present invention also relates to such a vehicle electronic control unit.

Claims (11)

The invention claimed is:
1. A method for managing a starting of a combustion engine of a hybrid drive system that incorporates the combustion engine, an electric machine (BSG), and a drive shaft (X) in connection with a crankshaft of the combustion engine and that turns at an engine speed of the combustion engine, the method comprising:
in an initial phase (ELEC) of the starting, controlling the electric machine (BSG) to apply a torque upon the drive shaft (X) to turn the drive shaft (X) at a steady first engine speed at a first engine speed setpoint (N_SP_IS);
in a transient phase of the starting, which commences as soon as said electric machine (BSG) has accomplished the steady first engine speed of the drive shaft (X) at the first engine speed setpoint (N_SP_IS) in the initial phase:
controlling the combustion engine to commence injection of fuel into cylinders of the combustion engine,
regulating the combustion engine to drive the drive shaft (X) to a second speed at a second engine speed setpoint, and
measuring the torque applied by the electric machine (BSG) upon the drive shaft (X),
said second engine speed setpoint being higher than the first engine speed setpoint by a predetermined margin (ΔN);
upon an indication via said measuring that the torque produced by the electric machine (BSG) has dropped below a predetermined threshold, thereby indicating that the torque produced by the electric machine (BSG) is tending toward zero torque, stopping the electric machine (BSG) such that the drive shaft (X) is driven entirely by the combustion engine; and
upon stopping the electric machine (BSG), regulating the combustion engine to drive the drive shaft (X) at the first speed of the first engine speed setpoint (N_SP_IS).
2. The method as claimed in claim 1, wherein said first engine speed setpoint (N_SP_IS) is equal to a low-idle speed of said combustion engine.
3. The method as claimed in claim 2, wherein said low-idle speed is between 600 revolutions per minute and 1200 revolutions per minute.
4. An electronic control unit (ECU) for a motor vehicle, configured to implement the method as claimed in claim 2.
5. An electronic control unit (ECU) for a motor vehicle, configured to implement the method as claimed in claim 3.
6. An electronic control unit (ECU) for a motor vehicle, configured to implement the method as claimed in claim 1.
7. A motor vehicle comprising a hybrid drive system with a combustion engine and an electric machine (BSG), said motor vehicle comprising a plurality of wheels, a clutch (C; Cl, C2), a drive shaft (X) and a crankshaft (V) connected to the drive shaft (X), said electric machine (BSG) being connected to the drive shaft (X) in such a way as to be able to drive said drive shaft (X) without driving the wheels, and the motor vehicle also comprising an electronic control unit (ECU) as claimed in claim 6.
8. The motor vehicle as claimed in claim 7, the electric machine (BSG) being connected to the drive shaft (X) upstream of the clutch (C; Cl, C2) and in parallel with the crankshaft (V).
9. An electronic control unit (ECU) for a motor vehicle, configured to implement the method as claimed in claim 6.
10. The method as claimed in claim 1, wherein the predetermined threshold is between 3 and 5 N/m.
11. The method as claimed in claim 1, wherein the electric machine (BSG) is connected to the drive shaft (X) upstream of a clutch that alternately engages and disengages the drive shaft (X) to wheels of a vehicle.
US16/468,024 2016-12-16 2017-12-12 Method for managing a transient phase of the starting of a heat engine by an electric motor Active 2037-12-22 US10954908B2 (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
FR1662636 2016-12-16
FR1662636A FR3060499B1 (en) 2016-12-16 2016-12-16 PROCESS FOR MANAGING A TRANSITIONAL PHASE OF STARTING A THERMAL MOTOR BY AN ELECTRIC MACHINE
PCT/FR2017/053518 WO2018109361A1 (en) 2016-12-16 2017-12-12 Method for managing a transient phase of the starting of a heat engine by an electric motor

Publications (2)

Publication Number Publication Date
US20200011281A1 US20200011281A1 (en) 2020-01-09
US10954908B2 true US10954908B2 (en) 2021-03-23

Family

ID=58501530

Family Applications (1)

Application Number Title Priority Date Filing Date
US16/468,024 Active 2037-12-22 US10954908B2 (en) 2016-12-16 2017-12-12 Method for managing a transient phase of the starting of a heat engine by an electric motor

Country Status (4)

Country Link
US (1) US10954908B2 (en)
CN (1) CN110062710B (en)
FR (1) FR3060499B1 (en)
WO (1) WO2018109361A1 (en)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US12253038B2 (en) * 2022-02-10 2025-03-18 Toyota Jidosha Kabushiki Kaisha Controller for vehicle and control method for vehicle

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN113771832B (en) * 2020-06-10 2024-05-24 广州汽车集团股份有限公司 Hybrid vehicle engine starting control method
CN114056322B (en) * 2020-07-30 2024-04-16 比亚迪股份有限公司 Method for controlling starting of vehicle, storage medium and vehicle

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6274943B1 (en) 1998-12-18 2001-08-14 Honda Giken Kogyo Kabushiki Kaisha Engine-starting discrimination system for hybrid vehicle
EP1750008A2 (en) 2005-08-05 2007-02-07 Nissan Motor Co., Ltd. Device and method for engine starting
US20080216787A1 (en) 2006-08-29 2008-09-11 Karsten Kroepke Method for starting an internal combustion engine
DE102010025183A1 (en) 2010-06-26 2011-12-29 Daimler Ag Method and device for starting an internal combustion engine
US20150306949A1 (en) * 2012-12-21 2015-10-29 Nissan Motor Co., Ltd. Hybrid vehicle drive device

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP3952884B2 (en) * 2002-07-19 2007-08-01 トヨタ自動車株式会社 Automotive control device
CN103061945B (en) * 2004-04-16 2015-07-29 Avl里斯脱有限公司 The method of controller start-up phase
DE102009027001A1 (en) * 2009-06-17 2010-12-23 Robert Bosch Gmbh Method and device for determining the beginning of a starting phase of an internal combustion engine in a hybrid vehicle
JP5899657B2 (en) * 2011-05-19 2016-04-06 日産自動車株式会社 Engine start control device for hybrid vehicle

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6274943B1 (en) 1998-12-18 2001-08-14 Honda Giken Kogyo Kabushiki Kaisha Engine-starting discrimination system for hybrid vehicle
EP1750008A2 (en) 2005-08-05 2007-02-07 Nissan Motor Co., Ltd. Device and method for engine starting
US20080216787A1 (en) 2006-08-29 2008-09-11 Karsten Kroepke Method for starting an internal combustion engine
DE102010025183A1 (en) 2010-06-26 2011-12-29 Daimler Ag Method and device for starting an internal combustion engine
US20150306949A1 (en) * 2012-12-21 2015-10-29 Nissan Motor Co., Ltd. Hybrid vehicle drive device

Non-Patent Citations (3)

* Cited by examiner, † Cited by third party
Title
DE 102010025183, Dec. 2011, Anshelm, machine translation. *
International Search Report-PCT/FR2017/053518-dated Mar. 21, 2018.
International Search Report—PCT/FR2017/053518—dated Mar. 21, 2018.

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US12253038B2 (en) * 2022-02-10 2025-03-18 Toyota Jidosha Kabushiki Kaisha Controller for vehicle and control method for vehicle

Also Published As

Publication number Publication date
FR3060499B1 (en) 2020-09-25
WO2018109361A1 (en) 2018-06-21
CN110062710B (en) 2022-08-16
CN110062710A (en) 2019-07-26
FR3060499A1 (en) 2018-06-22
US20200011281A1 (en) 2020-01-09

Similar Documents

Publication Publication Date Title
US9821798B2 (en) Hybrid vehicle engine starts
US8141534B2 (en) Methods and systems for assisted direct start control
US10183663B2 (en) Methods and systems for starting an engine
US9714027B2 (en) Methods and systems for starting an engine
US9297445B2 (en) Method for controlling an engine drive belt tensioner system
US8251034B2 (en) Control of a pre-spun starter
US10173683B2 (en) Vehicle control device and vehicle control method
US20160101770A1 (en) Methods and Systems of Controlling A Vehicle Powertrain
US8192328B2 (en) Methods and systems for assisted direct start control
RU2587470C2 (en) Engine control method, control system and vehicle
US8447451B2 (en) System and method for controlling operation of an electric all-wheel drive hybrid vehicle
US10954908B2 (en) Method for managing a transient phase of the starting of a heat engine by an electric motor
US8162801B2 (en) Gear engagement control system and method
US9440643B1 (en) Hybrid electric vehicle and method of control
US20150232086A1 (en) Smoothing hybrid vehicle engine shutdown
US11338788B2 (en) Apparatus and method for controlling fuel injection of hybrid electric vehicle
WO2018054771A3 (en) Method for the operation of a hybrid vehicle
JP2012072875A (en) Engine start control apparatus
JP5255003B2 (en) Engine rotation stop control device
JP2012082698A (en) Engine revolution stop control device
US11007996B2 (en) Vehicle control method and vehicle control device
KR102463457B1 (en) ISG Ignition Control Method and Idle Stop and Go System thereof
JP2017197099A (en) Control device and program for vehicle drive unit
JP2012102695A (en) Engine rotation stop control device
TH157507A (en) Hydraulic pressure dosing system

Legal Events

Date Code Title Description
AS Assignment

Owner name: CONTINENTAL AUTOMOTIVE FRANCE, FRANCE

Free format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNORS:VERDIER, DAMIEN;GUILLOT, YANNIS;LACHAIZE, JEROME;REEL/FRAME:049414/0960

Effective date: 20190520

Owner name: CONTINENTAL AUTOMOTIVE GMBH, GERMANY

Free format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNORS:VERDIER, DAMIEN;GUILLOT, YANNIS;LACHAIZE, JEROME;REEL/FRAME:049414/0960

Effective date: 20190520

FEPP Fee payment procedure

Free format text: ENTITY STATUS SET TO UNDISCOUNTED (ORIGINAL EVENT CODE: BIG.); ENTITY STATUS OF PATENT OWNER: LARGE ENTITY

STPP Information on status: patent application and granting procedure in general

Free format text: DOCKETED NEW CASE - READY FOR EXAMINATION

STPP Information on status: patent application and granting procedure in general

Free format text: NON FINAL ACTION MAILED

STCF Information on status: patent grant

Free format text: PATENTED CASE

AS Assignment

Owner name: CONTINENTAL AUTOMOTIVE GMBH, GERMANY

Free format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNORS:CONTINENTAL AUTOMOTIVE FRANCE S.A.S.;CONTINENTAL AUTOMOTIVE GMBH;REEL/FRAME:062492/0737

Effective date: 20221123

Owner name: VITESCO TECHNOLOGIES GMBH, GERMANY

Free format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNORS:CONTINENTAL AUTOMOTIVE FRANCE S.A.S.;CONTINENTAL AUTOMOTIVE GMBH;REEL/FRAME:062492/0737

Effective date: 20221123

AS Assignment

Owner name: VITESCO TECHNOLOGIES GMBH, GERMANY

Free format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNORS:CONTINENTAL AUTOMOTIVE GMBH;VITESCO TECHNOLOGIES GMBH;REEL/FRAME:063425/0149

Effective date: 20230317

MAFP Maintenance fee payment

Free format text: PAYMENT OF MAINTENANCE FEE, 4TH YEAR, LARGE ENTITY (ORIGINAL EVENT CODE: M1551); ENTITY STATUS OF PATENT OWNER: LARGE ENTITY

Year of fee payment: 4